Compliance Testing for Locomotive LED Headlights and Auxiliary Lights, Phase IV

DOT/FRA/ORD-21/16 Final Report | April 2021 i

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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED April 2021 Technical Report, July 2020

4. TITLE AND SUBTITLE 5. FUNDING NUMBERS Compliance Testing for Locomotive LED Headlights and Auxiliary Lights, Phase IV DTFRXX-XX-F-00XXX

6. AUTHOR(S) Manuel Meza-Arroyo, Ph.D., AHFP, Peggy A. Shibata, P.E., James K. Sprague Ph.D., P.E., Sean Woods

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ENSCO, Inc. Engineering Systems, Inc. ORGANIZATION REPORT 5400 Port Royal Road 1174 Oak Valley Dr. NUMBER Springfield, VA 22151 Ann Arbor, MI 48108 ENSCO SERV-REPT-0002613

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. U.S. Department of Transportation SPONSORING/MONITORING Federal Railroad Administration AGENCY REPORT NUMBER Office of Railroad Policy and Development Office of Research, Development, and Technology DOT/FRA/ORD-21/16 Washington, DC 20590 11. SUPPLEMENTARY NOTES800 COR: Tarek Omar, Ph.D. 12a. DISTRIBUTION/AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE This document is available to the public through the FRA website. 13. ABSTRACT (Maximum 200 words) This report describes the work performed during Phase IV compliance testing of light-emitting diode (LED) fixtures used as locomotive headlights and auxiliary lights. The purpose was to study the performance of the lamps under severe cold weather conditions. Researchers sought to determine whether LED lamps could melt a 1/4-inch-thick layer of ice from a lens surface and whether the lamps would accumulate a coating of snow and ice when operated in the presence of very cold, windblown snow. Throughout the testing, halogen lamps, currently standard equipment on freight locomotives, were used as a performance benchmark. 14. SUBJECT TERMS 15. NUMBER OF PAGES Locomotive headlights, auxiliary lights, LED, halogen, Phase IV compliance 94 testing, cold weather performance, environmental testing, Code of Federal 16. PRICE CODE Regulations §229.125 17. SECURITY 18. SECURITY 19. SECURITY 20. LIMITATION OF ABSTRACT CLASSIFICATION CLASSIFICATION CLASSIFICATION OF REPORT OF THIS PAGE OF ABSTRACT Unclassified Unclassified Unclassified

i METRIC/ENGLISH CONVERSION FACTORS

ENGLISH TO METRIC METRIC TO ENGLISH LENGTH (APPROXIMATE) LENGTH (APPROXIMATE) 1 inch (in) = 2.5 centimeters (cm) 1 millimeter (mm) = 0.04 inch (in) 1 foot (ft) = 30 centimeters (cm) 1 centimeter (cm) = 0.4 inch (in) 1 yard (yd) = 0.9 meter (m) 1 meter (m) = 3.3 feet (ft) 1 mile (mi) = 1.6 kilometers (km) 1 meter (m) = 1.1 yards (yd) 1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE) AREA (APPROXIMATE) 1 square inch (sq in, in2) = 6.5 square centimeters (cm2) 1 square centimeter (cm2) = 0.16 square inch (sq in, in2) 1 square foot (sq ft, ft2) = 0.09 square meter (m2) 1 square meter (m2) = 1.2 square yards (sq yd, yd2) 1 square yard (sq yd, yd2) = 0.8 square meter (m2) 1 square kilometer (km2) = 0.4 square mile (sq mi, mi2) 1 square mile (sq mi, mi2) = 2.6 square kilometers (km2) 10,000 square meters (m2) = 1 hectare (ha) = 2.5 acres 1 acre = 0.4 hectare (he) = 4,000 square meters (m2)

MASS - WEIGHT (APPROXIMATE) MASS - WEIGHT (APPROXIMATE) 1 ounce (oz) = 28 grams (gm) 1 gram (gm) = 0.036 ounce (oz) 1 pound (lb) = 0.45 kilogram (kg) 1 kilogram (kg) = 2.2 pounds (lb) 1 short ton = 2,000 pounds (lb) = 0.9 tonne (t) 1 tonne (t) = 1,000 kilograms (kg) = 1.1 short tons

VOLUME (APPROXIMATE) VOLUME (APPROXIMATE) 1 teaspoon (tsp) = 5 milliliters (ml) 1 milliliter (ml) = 0.03 fluid ounce (fl oz) 1 tablespoon (tbsp) = 15 milliliters (ml) 1 liter (l) = 2.1 pints (pt) 1 fluid ounce (fl oz) = 30 milliliters (ml) 1 liter (l) = 1.06 quarts (qt) 1 cup (c) = 0.24 liter (l) 1 liter (l) = 0.26 gallon (gal) 1 pint (pt) = 0.47 liter (l) 1 quart (qt) = 0.96 liter (l) 1 gallon (gal) = 3.8 liters (l) 1 cubic foot (cu ft, ft3) = 0.03 cubic meter (m3) 1 cubic meter (m3) = 36 cubic feet (cu ft, ft3) 1 cubic yard (cu yd, yd3) = 0.76 cubic meter (m3) 1 cubic meter (m3) = 1.3 cubic yards (cu yd, yd3)

TEMPERATURE (EXACT) TEMPERATURE (EXACT) [(x-32)(5/9)] °F = y °C [(9/5) y + 32] °C = x °F QUICK INCH - CENTIMETER LENGTH CONVERSION 0 1 2 3 4 5 Inches Centimeters 0 1 2 3 4 5 6 987 1110 1312 QUICK FAHRENHEIT - CELSIUS TEMPERATURE CONVERSION

°F -40° -22° -4° 14° 32° 50° 68° 86° 104° 122° 140° 158° 176° 194° 212°

°C -40° -30° -20° -10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100°

For more exact and or other conversion factors, see NIST Miscellaneous Publication 286, Units of Weights and Measures. Price $2.50 SD Catalog No. C13 10286 Updated 6/17/98

Acknowledgements

The authors acknowledge the support and contributions made by the Association of American Railroads Locomotive Committee LED Headlight-Auxiliary Light Standard Technical Advisory Group. The guidance and railway expertise offered by this group of industry professionals was instrumental in the development of a test methodology that accurately simulated severe winter conditions in which light-emitting diode lamps used in a railroad environment must operate.

iii

Contents

Executive Summary ...... 1 1. Introduction ...... 3 1.1 Background ...... 3 1.2 Objectives ...... 4 1.3 Overall Approach ...... 4 1.4 Scope ...... 4 1.5 Organization of the Report ...... 4 2. Testing Plan and Requirements ...... 5 2.1 TAG Testing Requirements ...... 5 3. Methodology...... 7 3.1 Lamp Samples ...... 7 3.2 Preliminary Testing and Setup ...... 7 3.3 Testing Facilities ...... 9 3.4 Ice Melt Test ...... 10 3.5 Snow Accumulation Test ...... 11 4. Results and Discussion ...... 13 4.1 Ice Melt Test Results ...... 13 4.2 Snow Accumulation Test Results ...... 19 4.3 Discussion of Ice Melt and Snow Accumulation Tests ...... 28 5. Conclusion ...... 29 6. References ...... 30 Appendix A. Lamp Samples ...... 31 Appendix B. Ice Melt Test – Selected Photographs ...... 37 Appendix C. Snow Accumulation Test – Selected Photographs ...... 41 Appendix D. General Documentation – Selected Photographs ...... 52 Appendix E. Power Supply Datasheet ...... 58 Appendix F. ACE Laboratory Technical Specifications Sheet ...... 64

Illustrations

Figure 1. Test frames with light fixtures mounted ...... 7 Figure 2. Thermal image of preliminary temperature testing ...... 8 Figure 3. Metal test frame with housing and halogen lamp mounted ...... 9 Figure 4. Setup of light fixtures in the SCC for ice layering ...... 10 Figure 5. Light fixtures with 1/4-inch accumulation of ice ...... 10 Figure 6. Test frame installed in the CWT prior to Snow Accumulation Test ...... 12 Figure 7. Setup of test frames in the SCC ...... 13 Figure 8. Extent of ice melting at the conclusion of Trial 2 ...... 15 Figure 9. Light fixtures after Trial 3 and 30 minutes of operation ...... 17 Figure 10. LED light fixtures after 30 minutes of operation at -20 °C ...... 18 Figure 11. Layer of ice falling from lens face after moderately hitting the lamp housings ...... 19 Figure 12. Test frames inside the CWT at wind speeds of 70 mph (113 km/h) ...... 20 Figure 13. Photo taken during Trial 1 with detail view of halogen lamp ...... 21 Figure 14. Accumulation of snow and ice on light fixtures after Trial 1 ...... 22 Figure 15. Close-up view of the accumulation of snow and ice on light fixtures after Trial 1 .... 22 Figure 16. Setup of test frames and light fixtures for Trial 2 ...... 23 Figure 17. Photograph taken during Trial 2 showing ice accumulation on the halogen lamp ..... 25 Figure 18. Accumulation of snow and ice on light fixtures after Trial 2 ...... 26 Figure 19. Accumulation of snow and ice on light fixtures after Trial 3 ...... 27 Figure 20. LED sample supplied by J.W. Speaker ...... 31 Figure 21. LED sample supplied by Hydra-Tech International ...... 32 Figure 22. LED sample supplied by Railhead/Divvali ...... 33 Figure 23. LED sample supplied by Smart Light Source Co...... 34 Figure 24. Halogen sample supplied by AMGLO ...... 35 Figure 25. Halogen sample supplied by ePowerRail ...... 36 Figure 26. Test frame 1 with lamps powered on ...... 37 Figure 27. LED sample during testing ...... 38 Figure 28. LED sample during testing ...... 38 Figure 29. Test frame 2 and metal frame with lamps powered on ...... 39 Figure 30. LED sample during testing ...... 39 Figure 31. LED sample during testing ...... 40

Figure 32. Separation of ice from lens of LED sample ...... 40 Figure 33. Halogen sample after Trial 1 ...... 41 Figure 34. LED sample after Trial 1 ...... 42 Figure 35. LED sample after Trial 1 ...... 42 Figure 36. LED sample after Trial 1 ...... 43 Figure 37. LED sample after Trial 1 ...... 43 Figure 38. LED sample after Trial 1 ...... 44 Figure 39. Measurement of ice accumulation on LED sample after Trial 1 ...... 45 Figure 40. Measurement of ice accumulation on halogen sample after Trial 1 ...... 45 Figure 41. Light fixtures after Trial 2 ...... 46 Figure 42. LED sample after Trial 2 ...... 46 Figure 43. LED sample after Trial 2 ...... 47 Figure 44. Halogen sample after Trial 2 ...... 47 Figure 45. LED sample after Trial 2 ...... 48 Figure 46. LED sample after Trial 2 (non-powered sample) ...... 48 Figure 47. LED sample on metal testing frame after Trial 2 ...... 49 Figure 48. Documentation of ice on LED sample after Trial 2 ...... 50 Figure 49. Documentation of ice on LED sample after Trial 2 ...... 50 Figure 50. Measurement of ice thickness on LED sample after Trial 3 ...... 51 Figure 51. Power supplies used during Snow Accumulation Test ...... 52 Figure 52. Early stages of the water spraying process ...... 53 Figure 53. LED sample in the early stages of building the 1/4 inch layer of ice ...... 53 Figure 54. Halogen sample in the early stages of building the 1/4 inch layer of ice ...... 54 Figure 55. Experimenter measuring the ice layer thickness using a depth gauge ...... 54 Figure 56. Halogen sample in the late stages of building the 1/4 inch layer of ice ...... 55 Figure 57. Test frames in the late stages of building the 1/4-inch layer of ice ...... 55 Figure 58. View of the testing area in the CWT ...... 56 Figure 59. Documentation of snow inside housing ...... 56 Figure 60. Documentation of snow inside the housing of the metal test frame ...... 57

Tables

Table 1. Summary of Ice Melt Test trials ...... 14 Table 2. Ice Melt Test, Trial 1 – temperature -40 °C ...... 15 Table 3. Ice Melt Test, Trial 3 – temperature -40 °C ...... 16 Table 4. Ice Melt Test, Trial 4 – temperature -20 °C ...... 18 Table 5. Accumulation of Snow Test, Trial 1 – 70 mph wind ...... 21 Table 6. Snow Accumulation Test, Trial 2 – 70 mph wind ...... 24 Table 7. Snow Accumulation Test, Trial 3 – 90 mph wind ...... 27

vii Executive Summary

This report describes the test program used to study the performance of light-emitting diode (LED) fixtures used as locomotive headlights and auxiliary lights lamps under severe cold weather conditions. Researchers sought to determine whether LED lamps could melt a 1/4-inch- thick layer of ice from the lens surface and whether the lamps would accumulate a coating of snow and ice when operated in the presence of very cold, windblown snow. Throughout the testing, halogen lamps, currently standard equipment on freight locomotives, were used as a performance benchmark. Over the last several years, the railroad industry has begun to introduce LED lighting, a relatively new technology, for locomotive headlights and auxiliary lights. In response to this initiative the Association of American Railroads (AAR) Locomotive Committee Headlight- Auxiliary Light Standard Technical Advisory Group has been leading efforts to evaluate the performance and illumination characteristics of LED lamps, particularly in comparison to their halogen counterparts that have historically been used on locomotives. To support the industry’s initiative, the Federal Railroad Administration’s Office of Research, Development, and Technology supported the development of a comprehensive four-phase research and test program in cooperation with the AAR to evaluate the performance of LED lamps in a railroad environment. In Phase I of this program, test procedures were established and tests were conducted to determine that currently available LED lamps satisfied applicable regulatory requirements and illumination characteristics under laboratory conditions. Subsequently, subjective assessment of the visibility aspects of LED lamps was evaluated under static (Phase II) and dynamic field (Phase III) test conditions, with halogen lamps used as a performance benchmark. The purpose of Phase IV testing was the evaluation of the performance of LED lamp samples under severe winter conditions using environmentally controlled laboratory facilities. LED and halogen lamp samples from previous phases of this research were tested again during this study. During the Ice Melt Tests, the research team tested the lamp samples by measuring their ability to melt a 1/4-inch layer of accumulated ice on the lens while operating at a very low temperature. The team assessed lamp samples during the Snow Accumulation Test to determine their ability to prevent snow and ice from accumulating on the exposed surfaces while operating in at low temperatures. The Ice Melt Test revealed that all the halogen lamps tested could completely melt the 1/4-inch layer of ice. The melting process started within 2 minutes of being powered on, and the ice layer was completely eliminated in under 10 minutes. In contrast, none of the LED samples could completely melt the layer of ice. Initial trials were conducted at -40 °C, and subsequently at -20 °C, to better understand the limits of the defrosting performance of the LED lamps. Some LED samples did exhibit partial melting of the ice, either through partial separation of the ice from the lens face, a flurry-like structure on the outer layer of ice, or the formation of icicles on the lamp housing. Researchers observed after trials at -20 °C that the ice layer on some LED samples had weakened, and striking the lamps with moderate force caused the layer of ice to fall from the face of the lamps, suggesting that the typical vibration generated by the moving locomotive could assist in defrosting the lamps during particular harsh winter conditions. The results of the Snow Accumulation Test demonstrated that in the presence of cold, high-speed winds, the halogen lamps consistently accumulated ice on the fixture within 10 minutes of

operation. Following each of three trials, an ice dome had formed on the housing of the halogen lamps, protruding several inches in front of the fixture. In contrast, the LED lamp samples accumulated very little ice, requiring close examination in order to detect and measure the thickness of ice. The ice layers formed on the LED samples varied in thickness, from nearly imperceptible up to approximately 1/4-inch. This particular phase of the LED compliance testing efforts revealed several relevant observations related to the lamps’ severe cold weather performance characteristics. The halogen lamps were more successful at melting an existing layer of ice on the lens, compared to the LED lamps. However, when tested in windy, snowy conditions, the LED lamps exhibited less accumulated ice in comparison to the halogen lamps, which formed larges domes of ice protruding several inches from the lens. These results provide a better understanding of how each of these lamp types might perform under severe winter conditions, but also demonstrate that for the questions studied here, there is not a unequivocal answer as to which is the better choice of lamp for winter use.

1. Introduction

This report summarizes Phase IV of the compliance testing of LED fixtures for use as locomotive headlights and auxiliary lights. This phase focused on evaluating the environmental performance of light-emitting diode (LED) lamps compared to halogen lamps in very cold and snowy conditions. This program was a collaborative effort between the Federal Railroad Administration’s (FRA’s) Office of Research, Development and Technology and the Association of American Railroads (AAR) Locomotive Committee’s LED Headlight-Auxiliary Light Standard Technical Advisory Group (TAG). Phase I of this undertaking addressed the photometric characteristics (e.g., luminous intensity and color temperature) of LED and halogen lamps, comparing their performance in a laboratory environment. Human-factors aspects related to visibility (e.g., track and wayside visibility, discomfort glare, and recognition of lamp patterns) of LED lamps were tested in static locomotive tests in Phase II and dynamic locomotive tests in Phase III.

1.1 Background As part of Phase IV efforts to incorporate LED lamps into locomotive headlights, a research team comprised of Engineering Systems, Inc. (ESi) and ENSCO Rail, Inc. (ENSCO) designed two experiments intended to evaluate the performance of LED lamps during low-temperature environmental conditions. One experiment, referred to as the “Ice Melt Test,” investigated the ability of LED and halogen lamps to melt a 1/4-inch layer of ice covering the exposed lamp and housing while operating under low-temperature conditions (-40 °C). A second experiment, referred to as the “Snow Accumulation Test,” investigated whether LED and halogen lamps would accumulate snow and ice while operating in low-temperatures and wind speeds of 70 mph and 90 mph. The experiments designed for this study incorporated testing guidance provided by the AAR TAG to simulate the worst case environmental condition likely to be encountered on the railway. The testing requirements proposed by the TAG committee were developed in accordance with AAR Standards S-5516* and S-9401.V1.0†. The following terms are used throughout this report: 1. Lamp: Assembly containing illuminating element(s) and a protective housing, using either halogen or LED technology. 2. Housing: Metal enclosure on the locomotive that allows lamps to be installed. 3. Light fixture: Combination of lamp and housing 4. Test frame: A structure used to mount several light fixtures in a specific orientation.

* LED Headlights and Auxiliary Lighting for Locomotives (2019); Section 3.7: Environmental. † Railroad Electronics Environmental Requirements (2009); Table 3.1: Environmental Requirements (Vehicle Exterior Body Mounted).

1.2 Objectives Based on the testing requirements established by AAR TAG, two primary objectives were established for Phase IV testing: 1. To determine the ability of lamps to melt 1/4-inch of accumulated ice after 30 minutes of operation at -40 °C. 2. To determine the ability of lamps to prevent ice and/or snow accumulation while being operated in low temperature (-40 °C) and high wind (up to 90 mph) conditions.

1.3 Overall Approach To achieve the objectives described above, suitable test facilities were identified within the Automotive Centre for Excellence (ACE) laboratory at the University of Ontario Institute of Technology (Ontario Tech).‡ The ACE laboratory has state-of-the-art climatic chambers capable of simulating a wide range of environmental conditions. The Ice Melt Test was performed at ACE’s Small Climatic Chamber (SCC), which can maintain a temperature of -40 °C. The Snow Accumulation Test was performed at ACE’s Climatic Wind Tunnel (CWT), which is also capable maintaining a temperature of -40 °C while generating wind speeds in excess of 155 mph (250 km/h). Additionally, the CWT has the capacity to inject moisture into the wind stream resulting in blowing rain or snow, depending on the temperature.

1.4 Scope The controlled environmental chambers at ACE allowed researchers to simultaneously conduct multiple trials comparing LED and halogen lamp performance. The overall scope of the study was to compare LED and halogen lamps’ ability to operate normally under various low- temperature environmental conditions.

1.5 Organization of the Report The testing plan and requirements established by the AAR TAG are detailed in Section 2. Section 3 details the test methodology and specific protocols followed during both experiments. Analysis and discussion of the testing results is presented in Section 4. Finally, conclusions based on the entirety of the work are offered in Section 5.

‡ https://ace.ontariotechu.ca/

2. Testing Plan and Requirements

The two experiments designed for this study followed the AAR TAG’s testing requirements, which were developed in accordance with AAR Standards S-5516 (AAR, 2019) and S- 9401.V1.0 (AAR, 2009). The requirements that guided the experimental design are specified below. Further details of the test methodology are discussed in Section 3.

2.1 TAG Testing Requirements Each lamp sample shall be tested in each of the two primary types of housings. The following tests shall be performed in an environmental test chamber and shall be documented in real time with a video recording of the test. 1. Ice Melt Test a. The entire exposed, forward facing portion of the lamp shall be coated with 1/4- inch of ice. (The exposed portion does not include the back of the lamp nor does it include the side portion of the lamp that will be enclosed within the lamp housing.) i. The 1/4-inch layer of ice shall be formed on the exposed portion of the lamp, in one of the following ways, prior to initiating the test: 1. The lamp may be submerged (and frozen) face-down in a container of water at a depth that will cause 1/4 inch of ice to form on the front and side portions of the lamp that would be exposed to the elements when installed in a lamp housing. A suitable container would be 1/2-inch larger than the diameter of the lamp. 2. Water spray may be allowed to accumulate until a measurable 1/4- inch layer of ice is present on the front and sides of the lamp that would be exposed to the elements when installed in a lamp housing. b. The lamp shall be mounted in a locomotive headlamp housing and placed in an environmental test chamber (installed in the same orientation as it would be on the front of a locomotive) with an ambient temperature of -40 °C. c. Upon temperature stabilization of the light fixture at -40 °C, the lamp shall be powered with 74 VDC to simulate normal operation on the “bright” setting. d. Thirty minutes after power is applied to the lamp, the 74 VDC power supply shall be turned off and the presence of any residual ice accumulation shall be documented with photos, video, and measurement of any remaining ice. Special consideration shall be given to any ice that remains on the forward facing lens surfaces. A time-stamped video recording of the testing will show the exact timing of any melt-off events. 2. Snow Accumulation Test a. The lamp shall be mounted in a locomotive headlamp housing and placed in an environmental test chamber (installed in the same orientation as it would be on

the front of a locomotive) with an ambient temperature of approximately -7 °C. All samples were left soaking overnight at an ambient temperature of -20 °C to create the best conditions for facilitating icy build-up on the lamp sample. b. Upon temperature stabilization of the lamp fixture at the desired temperature, a headwind of 70 mph shall be aimed directly at the lamp lens. Subsequent trials shall be conducted with a windspeed of 90 mph as well. c. In combination with the headwind, a water spray shall be used to simulate a slushy/sticky/icy precipitation. The air temperature was kept at approximately -7 °C to create the best conditions for facilitating icy build-up on the lamp sample. d. Upon start-up of the simulated headwind and precipitation, the lamp shall be powered with 74 VDC to simulate normal operation on the “bright” setting. e. Over a period of 30 minutes, the lamp must monitored and any accumulation of precipitation on the lamp lens shall be recorded. After each test, the lamps shall be evaluated on the amount of time required to melt the layer of ice, or the quantity of snow and ice that has accumulated on the lens of the lamp.

3. Methodology

This section presents the methods, testing apparatus, and analytical tools used in the Ice Melt Test and Snow Accumulation Test.

3.1 Lamp Samples A randomly selected group of the lamp samples submitted to the researchers for Phase III testing were also used during Phase IV testing. The samples included four different LED lamp models provided by J.W. Speaker, Hydra-Tech, Railhead/Divvali, and SMART Light Source. The test samples also included two different halogen lamp models provided by AMGLO and ePowerRail. Eight samples per lamp model were provided to the research team to support Phases III and IV testing. Further details of the lamp models provided can be found in Appendix A.

3.2 Preliminary Testing and Setup A major consideration during the experimental design was the establishment of a test fixture capable of holding multiple lamp housings simultaneously. Following discussions with ACE regarding wind loading and available anchor points within the environmental chambers, researchers constructed a wooden test frame with diagonal braces. They then built a pair of test fixtures – each fixture capable of holding up to 6 locomotive housings and lamps (see Figure 1). ACE approved the design specifications of the structures to withstand the high-wind, low- temperature and high-humidity conditions required for testing.

Figure 1. Test frames with light fixtures mounted

3.2.1 Preliminary Temperature Testing One concern related to the test frame design was related to potential thermal interference between neighboring lamps, particularly for those lamps directly adjacent to a halogen lamp. To investigate whether the temperature of any given light fixture would affect another one, a simple test frame with five light fixtures was positioned outdoors at ambient temperatures between -17

°C and -15 °C (1.4 °F and 5 °F).§ All five lamps were powered on to simulate operation in “bright” mode. After 30 minutes of operation, the temperature of the test frame and light fixtures was measured. Due to the low thermal conductivity of wood, these measurements showed no significant increase in temperature of the test frame in areas surrounding each light fixture.

Figure 2. Thermal image of preliminary temperature testing A second concern related to the test frame design was the material selected. The low thermal conductivity of wood prevented any of the lamps’ operating temperature from being influenced by adjacent lamps. Conversely, there were concerns that the wooden test frame would insulate the lamps, preventing the dissipation of heat into the typical metal body of a locomotive. To test for this potential effect, researchers built a metal test frame to house a single light fixture (see Figure 3). The preliminary temperature test described above was repeated with the addition of the metal test frame. They positioned the wood and metal test frames outdoors at similar ambient temperatures. They then evaluated the metal test frame with both halogen and LED lamps. The temperature of the lamp housings on both test frames were measured and found to be very similar. This result suggests that the wooden test frame did not insulate or otherwise influence the temperature of the light fixture any differently than a metal frame. To verify this conclusion, the metal frame with a single light fixture, alternately housing LED and halogen lamps, was included in the Ice Melt Test and the Snow Accumulation Test.

§ These preliminary tests were performed during wintertime in Michigan.

Figure 3. Metal test frame with housing and halogen lamp mounted

For all test iterations, the lamps were powered by a programmable DC power supply set to 75 VDC (BK Precision 9206; see Appendix E for datasheet).

3.3 Testing Facilities Several facilities were considered for the environmental testing described above; however, only the ACE laboratory satisfied all of the requirements established by the TAG committee. The ACE laboratory is located on the main campus of Ontario Tech in Oshawa, Ontario (see Appendix F for fact sheet and specifications) and houses a total of five testing chambers with distinct capabilities. For the completion of the tests included in the present study, the Small Climatic Chamber (SCC) and the Climatic Wind Tunnel (CWT) were used.

3.3.1 Small Climatic Chamber The SCC is large enough to fit two sedan cars. It can maintain temperatures as low as -40 °C and humidity levels ranging from 5 percent to 95 percent relative humidity (RH). Additionally, the SCC can modify these environmental variables in a fairly short amount of time, minimizing the time required between test iterations.

3.3.2 Climatic Wind Tunnel (CWT) The CWT is a large testing chamber typically used to test objects from small cars to trucks and buses. It can generate wind speeds in excess of 155 mph (250 km/h) while maintaining temperatures as low as -40 °C and humidity levels from 5 percent to 95 percent RH. Anchors are located at various points on the floor allowing for secure attachment of the test frames.

3.4 Ice Melt Test Researchers conducted the Ice Melt Test in the SCC on January 6, 2020. They installed the lamp samples onto the test frames inside the chamber for 4 to 5 hours prior to testing in order to reach a stable temperature of -40 °C. Once the samples’ temperature had stabilized, they laid the test frames horizontally on a level, flat floor. They repeatedly sprayed the lamp samples with a thin coating of water until the desired 1/4-inch layer of ice formed on the exposed surfaces (see Figure 4 and Figure 5).

Figure 4. Setup of light fixtures in the SCC for ice layering

Figure 5. Light fixtures with 1/4-inch accumulation of ice

The frequent opening and closing of the SCC to allow for the researchers to spray water onto the lamps resulted in a 2 to 3 degree increase in the ambient temperature. Prior to the start of each trial, the SCC temperature was allowed to stabilize between -38 °C and -40 °C. For each trial, up to nine lamps were powered simultaneously with 74 VDC. After 30 minutes of operation, the presence of any residual ice was documented with photos, video, and measurements of area and thickness. This test procedure was repeated for a total of five trials in order to test all the lamp samples. Based on the temperatures measured during the preliminary stages, researchers hypothesized that none of the LED samples would melt any ice after 30 minutes of operation. Therefore, they gathered measurements for the second trial after a continuation of the first 30 minutes of operation, letting the samples operate for a full hour. The third trial was another evaluation of the lamps after 30 minutes of operation at -40 °C, but with a different, randomized placement of the lamp samples compared to the first trial. The fourth and fifth trials were designed to evaluate the residual ice on the lamp samples after 30 minutes of operation at -20 °C. For Trials 1 and 3, the placement of the lamp samples within the testing frame was randomized. Selected photographs of the Ice Melt Test are provided in Appendix B.

3.5 Snow Accumulation Test Following the Ice Melt Test, researchers completed the Snow Accumulation Test on January 7, 2020, using one of the wooden test frames and the metal test frame. Photographs taken during the Snow Accumulation Test are provided in Appendix C. The test frames were securely chained to the floor of the CWT in order to withstand the expected wind loading. Following the recommendations of ACE test personnel, an ambient temperature of -20 °C to -15 °C was the ideal temperature for creation of wet, sticky snow that would be likely to stick to the lamps. All lamp samples were left in the CWT overnight to stabilize at temperatures between -20 °C and -15 °C.

Figure 6. Test frame installed in the CWT prior to Snow Accumulation Test After allowing the lamps’ temperature to stabilize overnight, researchers increased the ambient temperature of the CWT to approximately -7 °C. The slightly higher temperature allowed for the production of snow with “packing” characteristics, or snow that could more easily accumulate on the lamp surfaces. The research team sought this type of snow to simulate the worst-case conditions in which the lamps would likely be used. The experimental design for this test included three trials. For each trial, the team tested a different set of lamps and randomly selected their position within the testing frames. The first two trials were conducted with wind speeds of approximately 70 mph (113 km/h). The last trial was conducted with wind speeds of approximately 90 mph (145 km/h). During all trials, all lamps were powered with 75 VDC to simulate “bright” mode operation for 30 minutes. After this period, any accumulation of precipitation was documented via photographs, videos, and measurements. The thickness of ice present was measured using a digital caliper, a two-sided steel ruler, and a depth gauge.

4. Results and Discussion

This section presents a summary Phase IV testing results as well as an explanation of the analysis employed and discussion of the implications.

4.1 Ice Melt Test Results After researchers had applied the desired 1/4-inch thick layer of ice, they rotated the test frames so that the light fixtures were aimed parallel to the ground, replicating the typical orientation when installed on a locomotive. Three separate frames were used to test multiple samples simultaneously. The three test frames were positioned in a way that none of the lamps would project light directly onto another lamp (see Figure 7). This precaution was taken to avoid a scenario where light projected onto a lamp may expedite melting of the ice.

Figure 7. Setup of test frames in the SCC

During the Ice Melt Test, five 30-minute trials were completed. In each trial, up to nine lamp samples were tested. The original test plan included a single 30-minute trial for each group of lamps. Based on discussions with the AAR TAG and FRA during the test planning, researchers expected that this length of time would be sufficient to allow the lamps to melt the 1/4-inch layer of ice. Following the first trial, no ice melting was observed on any of the LED samples. However, both halogen lamps used in this trial melted all ice from the lens surfaces within 6 to 7 minutes. Following this initial trial, the researchers modified the test plan by extending the planned 30-minute trials to 1 hour, in order to determine if a longer period of time would facilitate defrosting of the LED lamps. Table 1. Summary of Ice Melt Test trials Trial # Duration (minutes) Ambient Comments Temperature (°C) 1 30 -40 °C 2 30 -40 °C Extension of Trial 1 3 30 -40 °C 4 30 -20 °C Same lamps as Trial 3 5 30 -20 °C Extension of Trial 4

4.1.1 Trial 1 For the first trial of the Ice Melt Test, nine lamp samples were evaluated, consisting of seven LED lamps and two halogen lamps. The average temperature in the SCC during this trial was -38.5 °C; the RH varied between 60 percent and 80 percent. During the first trial, only the two halogen samples exhibited melting of the ice layer, which was completely melted from both samples in less than 7 minutes (see Table 2). Figure 8 shows that after 30 minutes, the ice remained on all LED samples in this trial, while the halogen samples were completely free of ice.

Table 2. Ice Melt Test, Trial 1 – temperature -40 °C Lamp Test Lamp Melting Time of Event Comment No. Frame Code Event? (minutes) 1 1 LED 3 No - 2 1 LED 1 No - 3 1 LED 2 No - 4 1 LED 4 No - The melting process started within 2 5 1 Halogen 1 Yes < 7 minutes of operation. 6 2 LED 2 No - 7 2 LED 4 No - 8 2 LED 1 No - The melting process started within 2 9 Metal Halogen 1 Yes < 6 minutes of operation.

4.1.2 Trial 2 Following Trial 1 in which none of the LED lamps exhibited any evidence of defrosting after the first 30 minutes of operation, researchers modified the test plan by adding an additional 30 minutes of operation with the same lamp samples and temperature. The average temperature during Trial 2 was again -38.5 °C, and RH varied between 60 percent and 80 percent. At the conclusion of this trial, and after a total of 60 minutes of operation, none of the LED samples could completely melt the ice from their lenses. However, two LED samples (both of the same model, LED 2) exhibited limited melting or some other change in the appearance of the ice layer. One sample partially melted the ice layer near the top of the lens (see orange circle in Figure 8), while the another sample produced a cluster of ice crystals over the outer layer of ice covering the lens (see yellow circle in Figure 8; the gray circles denote lamps that were not powered during this trial).

Figure 8. Extent of ice melting at the conclusion of Trial 2

4.1.3 Trial 3 For Trial 3, a different combination of nine lamp samples were tested, consisting of seven LED lamps and two halogen lamps. The average temperature during this trial was -39.3 °C; RH was between 60 percent and 80 percent. Consistent with the Trial 1 observations, after 30 minutes of operation in “bright” mode, only the halogen lamp completely melted the layer of ice. The melting of the ice layer began within 2 minutes of being powered on and was completed in less than 8 minutes. After 30 minutes of operation, no LED samples had completely melted the ice layer. However, two LED lamp models (three samples in total) exhibited partial melting of the ice or other signs of an interaction between the lamp’s heat and the layer of ice covering the lens. The two samples of LED 3 exhibited a partial separation of the layer of ice from the lens face of the lamps. In addition, one of the LED 3 samples developed icicles on the bottom portion of the light fixture, indicating ice had melted, dripped down, and refrozen. The LED 2 sample tested in Trial 3 developed a flurry-like structure on the outer layer of ice covering the lens, just as it had in Trial 2. Table 3. Ice Melt Test, Trial 3 – temperature -40 °C Time of Lamp Test Lamp Melting Event Comment No. Frame Code Event? (minutes) Layer started separating from the lens face, 1 1 LED 3 Partial - and flurry-like structure on outer layer. 2 1 LED 1 No - 3 1 LED 2 Partial - Flurry-like structure on outer layer 4 1 LED 4 No - 5 1 LED 4 No - 6 2 LED 1 No - 7 2 LED 4 No - The melting process started within 2 8 2 Halogen 2 Yes < 8 minutes of operation. Icicle formations and separation of ice 9 Metal LED 3 Partial - from the lens face

Figure 9. Light fixtures after Trial 3 and 30 minutes of operation

4.1.4 Trial 4 In Trial 4, researchers tested nine LED lamp samples. After the limited ice melting by LED samples in Trials 1–3, the average ambient temperature during Trial 4 was increased to -19.9 °C; average RH was measured at approximately 80 percent. The LED samples were powered on and operated in “bright” mode for 30 minutes. Again, none of the LED lamps completely melted the ice layer. However, all LED lamp models tested, other than LED 1, showed some change in the appearance of ice layer. Table 4 shows the results of Trial 4 and describes the change in appearance of the ice that was observed. Compared to the results exhibited in the prior trials, the partial melting produced by LED 2 were characterized by larger portions of the lens being free of ice. Samples of LED 3 developed larger icicle formations and the separation between the lens and the ice layer increased (see Figure 10). Samples of LED 4, which extended farthest beyond the lamp housing, melted ice into water droplets around the lateral portion of the lamp (see Figure 10).

Table 4. Ice Melt Test, Trial 4 – temperature -20 °C Time of Lamp Test Lamp Melting Event Comment No. Frame Code Event? (minutes) Layer started separating from the lens face, 1 1 LED 3 Partial - and flurry-like structure on outer layer. 2 1 LED 1 No - 3 1 LED 2 Partial - Flurry-like structure on outer layer 4 1 LED 4 - - Water droplets around the lamp 5 1 LED 4 - - Water droplets around the lamp 6 2 LED 1 No - 7 2 LED 4 - - Water droplets around the lamp 8 2 LED 2 Partial - Partial melt on the lens face

Longer icicle formations and separation of ice 9 Metal LED 3 Partial - from the lens face

Figure 10. LED light fixtures after 30 minutes of operation at -20 °C

4.1.5 Trial 5 Following the incomplete melting of ice documented in Trial 4, researchers performed an additional 30-minute trial at a temperature of -20 °C as an exploratory exercise. The goal of this trial was to evaluate if the thermal interaction between the lamp and the layer of ice would result in greater melting with the increased time. After this additional 30 minutes, they found no visible differences in the appearance of the ice. However, after powering off the lamps and documenting the extent of remaining ice, they observed that several samples of all lamp models had weakened. Specifically, the ice contacting the lens had melted, leaving a small gap, although the ice layer was still attached to the lamp housing. When the housings of some lamp samples were intentionally struck with moderate force, the layer of ice fell from the lens face. The separation of the ice layer from the lamp lens suggests that vibration could work in conjunction with the lamp’s heat output to facilitate the removal of ice from the lamp lens. A locomotive in motion may produce enough vibration to shed any accumulation of ice on LED lamps. However, this would require the locomotive to begin track movements prior to the LED lamp being completely defrosted, resulting in slightly less light output from the obscured lamp. Note that these LED lamps required more than 30 minutes to weaken the ice layer enough to be dislodged by applying a moderate amount of force.

Figure 11. Layer of ice falling from lens face after moderately hitting the lamp housings

4.2 Snow Accumulation Test Results For the Snow Accumulation Test, lamp samples were tested using one of the wooden test frames and the metal test frame, as shown in Figure 6. The test frames were positioned perpendicular to the direction of the airflow and the precipitation nozzle of the CWT (see Figure 12). For the Snow Accumulation Test, researchers completed three separate 30-minute trials. Trials 1 and 2 were conducted at winds speeds of 70 mph (113 km/h) while Trial 3 was conducted at 90

mph (145 km/h). All trials were performed at similar ambient temperature (-7 °C) and RH (an average of 92 percent RH). During each trial, up to seven lamp samples were tested. A total of sixteen LED lamps and three halogen lamps were tested during the course of all three trials.

Figure 12. Test frames inside the CWT at wind speeds of 70 mph (113 km/h)

4.2.1 Trial 1 Trial 1 involved testing six LED lamps and one halogen lamp. During this trial, no visible accumulation of snow or ice was present on the LED lamps. Approximately 10 minutes into the testing, the halogen sample began accumulating ice near the bottom of the light fixture. After approximately 14 minutes of operation, the accumulation of ice on the halogen lamp became visible via the video cameras. Icicle formations were observed on the bottom of the light fixture, and a shroud of ice formed over the lamp lens (see Figure 13). After 30 minutes of operation, all lamps were powered off and the presence of ice or snow on the lamps was documented. Table 5 presents the results of Trial 1. LED 1 and 4 accumulated less than 1/16-inch of ice or snow on the lens, while LEDs 2 and 3 accumulated layers between 1/8- inch and 1/4-inch thick. The layer of ice formed on LEDs 2 and 3 was not smooth or uniform, resulting in the range of thickness measurements. Figure 14 and Figure 15 show the accumulation of ice and snow on the light fixtures for Trial 1. As is seen in these figures, the accumulation of ice on the halogen sample was significant. No ice accumulated directly on the lens of the halogen lamp, but a significant dome of ice was formed over the lens and attached to the lamp housing.

Figure 13. Photo taken during Trial 1 with detail view of halogen lamp

Table 5. Accumulation of Snow Test, Trial 1 – 70 mph wind Lamp Test Lamp Accumulation? Thickness Comment No. Frame Code 1 1 LED 3 Yes 1/8 inch - 1/4 inch 2 1 LED 2 Yes 1/8 inch - 1/4 inch 3 1 LED 1 Yes < 1/16 inch Ice dome formed over the light fixture. The dome protruded 4 1 Halogen 1 Yes * more than 2 inches from the front of the fixture. 5 1 LED 4 Yes < 1/16 inch 6 1 LED 3 Yes 1/8 inch - 1/4 inch Not enough accumulation to 7 Metal LED 4 Yes - be measurable.

Figure 14. Accumulation of snow and ice on light fixtures after Trial 1

Figure 15. Close-up view of the accumulation of snow and ice on light fixtures after Trial 1

4.2.2 Trial 2 During Trial 2, researchers tested seven lamp samples. In contrast to Trial 1, the position of the halogen sample was predetermined to be on the upper row of the testing frame and in a different type of housing than used previously (see upper-left corner lamp in Figure 16).Other than the halogen sample, all other lamps were randomly positioned within the testing frames. Additionally, a non-powered LED sample was included in the bottom-left corner of the wooden test frame to establish a baseline for the amount of snow and ice accumulation expected on a non-operational LED. Similar to Trial 1, the results of Trial 2 showed that the halogen lamp developed a significant dome ice around the lamp. Table 6 contains observations and measurements made during Trial 2.

Figure 16. Setup of test frames and light fixtures for Trial 2

Table 6. Snow Accumulation Test, Trial 2 – 70 mph wind Lamp Test Lamp Accumulation? Thickness Comment No. Frame Code 1/32 inch > 1/16 1 1 LED 1 Yes inch 2 1 LED 2 Yes 1/8 inch - 1/4 inch Ice dome formed around the light fixture. The dome protruded more 3 1 Halogen 2 Yes * than 3.5 inches from the front of the fixture. 1/32 inch > 1/16 4 1 LED 1 Yes inch 5 1 LED 3 Yes 1/8 inch - 1/4 inch Non-powered sample. 6 1 LED 4 Yes < 1/16 inch Not enough accumulation to measure precisely. Not enough accumulation to be 7 Metal LED 2 Yes < 1/16 inch precisely measurable.

During Trial 2, researchers observed an accumulation of ice on the halogen sample after less than 10 minutes of operation. Additionally, the amount of ice that had accumulated at the end of the trial was greater than what was observed during Trial 1. Figure 17 contains a photograph taken during Trial 2 after less than 15 minutes of operation. In the upper-left corner of this photograph, the circled lamp has an extended halo of emitted light compared to the other samples, indicating the accumulation of ice around the housing. In the bottom-right corner of the figure, portions of the icicle formations around the light fixture can be seen. Consistent with the results of Trial 1, the LED 2 and LED 3 samples accumulated the greatest amount of snow and ice, while LED 1 and LED 4** samples accumulated the least.

** LED 4 was not powered during this trial.

Figure 17. Photograph taken during Trial 2 showing ice accumulation on the halogen lamp

Figure 18 shows the accumulation of snow and ice on the light fixtures after completion of Trial 2. As shown in the upper-left corner of this figure, the extent of ice accumulation on the halogen sample was significantly greater than the accumulation on the LED samples. The dome of ice on the halogen sample extended beyond and below the front of the fixture more than 3.5 inches, while none of the LED samples exceeded 1/4-inch accumulation at the thickest portion measured. A visual inspection of the non-powered LED 4 sample revealed that the accumulation of ice was not significantly different than the accumulation documented when LED 4 was powered during Trials 1 and 3. In all trials, the ice accumulation observed on LED 4 samples was less than 1/16- inch.

Figure 18. Accumulation of snow and ice on light fixtures after Trial 2

4.2.3 Trial 3 During Trial 3, all samples were randomly positioned within the wooden test frame while the halogen sample was installed in the metal test frame. A total of seven samples were tested, five LEDs and one halogen. This trial was conducted at wind speeds of approximately 90 mph (145 km/h). The results observed during Trial 3 strongly correlated with results from previous trials; the halogen sample collected the greatest amount of snow and ice. Once more, after approximately 10 minutes of operation, there were visual indicators that the halogen sample was developing a dome of ice and an extended halo of light. The dome of ice covering the halogen light fixture at the end of the trial was not as pronounced as it had been after Trial 2, extending beyond the fixture approximately 2 inches. Similar to previous trials, the LED samples corresponding to models LED 2 and LED 3 accumulated the greatest amount of ice or snow directly on the lens, while models LED 1 and LED 2 accumulated the least amount of ice or snow. Table 7 shows the results of Trial 3 and the measured accumulation of snow and ice. The increase in wind speed (from 70 mph to 90 mph) did not have a statistically significant effect on the total accumulation of snow or ice on the samples. Given the nature, purpose, and experimental design for this test, it was not possible to conclusively analyze the effect that wind speed may have on the accumulation of snow and ice.

Table 7. Snow Accumulation Test, Trial 3 – 90 mph wind Lamp Test Lamp Accumulation? Thickness Comment No. Frame Code 1 1 LED 3 Yes 1/8 inch - 1/4 inch 2 1 LED 1 Yes <1/8 inch 3 1 LED 4 Yes 1/16 inch 4 1 LED 4 Yes 1/16 inch 5 1 LED 2 Yes < 1/8 inch 6 1 LED 4 Yes < 1/16 inch Non-powered sample Ice dome created around the light fixture. Halogen 7 Metal Yes * The dome protruded more than 3.5 inches 1 from the front of the fixture.

Figure 19. Accumulation of snow and ice on light fixtures after Trial 3

4.3 Discussion of Ice Melt and Snow Accumulation Tests For all Ice Melt trials conducted at -40 °C, the general trend observed was that the halogen lamps completely melted the 1/4-inch-thick layer of ice in under 30 minutes. None of the LED samples tested exhibited complete melting of the ice. However, the samples of model LED 2 and LED 3 did generate sufficient heat to weaken the bond between the ice and the lens. When the chamber temperature was increased to -20 °C, LED 2 and LED 3 exhibited greater weakening of this bond. In some samples, the layer of ice was slightly separated from the lens or portions of the layer were partially melted. This resulted in the ice layer being sufficiently weakened so that the ice broke loose from the housing with a moderate impact to the housing, suggesting that the vibration of a locomotive in motion may assist with defrosting the lamps. In other samples, icicles were produced toward the bottom of the light fixture, indicating a thaw and refreeze process had occurred. Finally, other samples formed flurry-like structures of snowflakes on the ice layer. In contrast, LED 1 and LED 4 did not exhibit signs of weakening or partial melting of the ice layers. The Snow Accumulation Test revealed that the lamp models that exhibited a greater tendency to melt ice (i.e., Halogen 1, Halogen 2, LED 2 and LED 3) were also the models that accumulated the greatest amount of snow and ice. The halogen samples developed a significant dome of ice, which in most trials completely covered the lens. LED 2 and LED 3 accumulated a layer of ice on the lens; however, this accumulation was much thinner than what researchers observed on the halogen lamps. This result suggests a somewhat counterintuitive relationship between the lamp’s heat output, the propensity to accumulate ice at high wind speeds and the ability to melt ice at low temperatures without the presence of wind. The samples that generated more heat (i.e., the halogen lamps) were more likely to defrost completely during the Ice Melt Test. However, these samples proved to accumulate greater amounts of snow and ice during the Snow Accumulation Test, with higher lamp temperatures corresponding to greater accumulation on the light fixture.

5. Conclusion

The Ice Melt Test revealed that in extreme low-temperatures of -40 °C, LED lamps could not melt a 1/4-inch-thick layer of ice. Additional trials of the Ice Melt Test performed at higher temperatures of -20 °C demonstrated limited, incomplete melting of the ice layer on LED lamps. Halogen lamps on the other hand performed very well in the Ice Melt Test. Multiple trials demonstrated these lamps produce sufficient heat to completely melt a 1/4-inch layer of ice at - 40 °C. The Snow Accumulation Test demonstrated that when exposed to high winds, low temperatures, and blowing snow conditions, LED lamps accumulated less ice on their lenses and around the lamp housings compared to halogen lamps. There was variation in the performance of the LED lamps tested, with models that have integrated defrost heaters accumulating more ice than those models without. The implication of these findings should be carefully considered prior to implementing the use of LED lamps on road locomotives. The inability of LED lamps to melt ice at these extreme temperatures does not indicate this technology is unsuited for use in locomotives. Similarly, the potential for halogen lamps to accumulate considerable amounts of ice under low temperature, blowing snow conditions does not make them unfit for road service. Instead, these results provide insight regarding the performance of these lamps under adverse environmental conditions. Additionally, one consideration is the static nature of these tests conducted in a laboratory environment. When installed on a locomotive, these lamps are subjected to vibration that could affect the mechanics of snow falling on the lens, potentially impeding its accumulation or weakening its bond to the lamp. In addition, the presence of accumulated ice on the lens of the lamp would not render the lamp unusable. While a layer of ice on the lens does act as a filter, obscuring and dispersing the lamp’s illumination, it does allow for the projection of a portion of its typical luminous intensity. Future research should investigate two particular aspects that extend from the results of the present study. The first is the effect of locomotive vibration on ice accumulation and the ability of lamps to shed built-up ice. The second is the effect of different thicknesses of accumulated ice on the peak luminous intensity and photometric distribution of the LED lamps. In summary, the current study revealed a somewhat unexpected contrast between the performance of halogen and LED lamps under two sets of controlled laboratory-induced environmental conditions. The halogen lamps were more successful in melting an existing layer of ice from the lens, whereas the LED lamps were unsuccessful in accomplishing this even after raising the ambient temperature in the test chamber. However, the LED lamps accumulated much less ice than the halogen lamps when operated in very cold and windy conditions. These results provide a better understanding of how each of these lamp types might perform under severe field service conditions, while also demonstrating that there is not an unequivocally better choice of lamp for severe cold weather conditions.

6. References

Association of American Railroads. (2009). AAR Manual of Standards and Recommended Practices Electronics Environmental Requirements and System Management. Railroad Electronics Environmental Requirements Standard: S-9401.V1.0. Association of American Railroads. (2019). AAR Manual of Standards and Recommended Practices Locomotives and Locomotive Interchange Equipment. LED Headlights and Auxiliary Lighting for Locomotives Standard: S-5516.

Appendix A. Lamp Samples

Figure 20. LED sample supplied by J.W. Speaker Supplier: J.W. Speaker Model: 554601 Specifications summary: • Input voltage: 50–90 VDC • Operating voltage: 75 VDC • Current Draw: 1.25 A @ 50 VDC, 0.85 A @ 75 VDC, 0.70 A @ 90 VDC. • Candela output: 200,000 cd min. • Nominal LED color temperature: 5000 K

Figure 21. LED sample supplied by Hydra-Tech International

Supplier: Hydra-Tech International Model: HYD-LOC001.28K (Hydra-Tech 2800 K) Specifications summary: • Wattage: 35 W • Input voltage: 14–30 VDC • Amp draw: 1.09 A @ 32 VDC • 32-75 VDC Max brightness ditch light • Output (cd): Exceeds 200,000 cd Requirement • Color temperature: 2800 K

Figure 22. LED sample supplied by Railhead/Divvali

Supplier: Railhead/Divvali Model: KE-PAR56 75V LED Specifications summary: • Wattage: 50 W • Input voltage: 75 VDC • CCT: 5500 K • Candela: 174,000 cd • 7½° off center brightness (2x the brightness) • 20° beam cutoff

Figure 23. LED sample supplied by Smart Light Source Co.

Supplier: Smart Light Source Co. Model: SLS-75VDC-60W-LED-PAR56 Specifications summary: • Operating voltage: 75 VDC • Rated wattage: 60 W • Average bulb life: 50,000 hours • Color temperature: 3000 K

Figure 24. Halogen sample supplied by AMGLO

Supplier: AMGLO – Halogen Sample Model: AHQV56-75V350WCS Specifications summary: • Design voltage: 75 VDC • Design watts: 350 W • Minimum candela: 200,000 cd • Lab life: 2,000 hours

Figure 25. Halogen sample supplied by ePowerRail

Supplier: ePowerRail (SMART Light Source, Co.) Model: FRA350PAR56-SP Specifications summary: • Average life: 4,000 hours • Candela: 200,000 cd • Wattage: 200 W • Input voltage: 75VDC

Appendix B. Ice Melt Test – Selected Photographs

Figure 26. Test frame 1 with lamps powered on

Figure 27. LED sample during testing

Figure 28. LED sample during testing

Figure 29. Test frame 2 and metal frame with lamps powered on

Figure 30. LED sample during testing

Figure 31. LED sample during testing

Figure 32. Separation of ice from lens of LED sample

Appendix C. Snow Accumulation Test – Selected Photographs

Figure 33. Halogen sample after Trial 1

Figure 34. LED sample after Trial 1

Figure 35. LED sample after Trial 1

Figure 36. LED sample after Trial 1

Figure 37. LED sample after Trial 1

Figure 38. LED sample after Trial 1

Figure 39. Measurement of ice accumulation on LED sample after Trial 1

Figure 40. Measurement of ice accumulation on halogen sample after Trial 1

Figure 41. Light fixtures after Trial 2

Figure 42. LED sample after Trial 2

Figure 43. LED sample after Trial 2

Figure 44. Halogen sample after Trial 2

Figure 45. LED sample after Trial 2

Figure 46. LED sample after Trial 2 (non-powered sample)

Figure 47. LED sample on metal testing frame after Trial 2

Figure 48. Documentation of ice on LED sample after Trial 2

Figure 49. Documentation of ice on LED sample after Trial 2

Figure 50. Measurement of ice thickness on LED sample after Trial 3

Appendix D. General Documentation – Selected Photographs

Figure 51. Power supplies used during Snow Accumulation Test

Figure 52. Early stages of the water spraying process

Figure 53. LED sample in the early stages of building the 1/4 inch layer of ice

Figure 54. Halogen sample in the early stages of building the 1/4 inch layer of ice

Figure 55. Experimenter measuring the ice layer thickness using a depth gauge

Figure 56. Halogen sample in the late stages of building the 1/4 inch layer of ice

Figure 57. Test frames in the late stages of building the 1/4-inch layer of ice

Figure 58. View of the testing area in the CWT

Figure 59. Documentation of snow inside housing

Figure 60. Documentation of snow inside the housing of the metal test frame

Appendix E. Power Supply Datasheet

Data Sheet

Multi-Range Programmable DC Power Supplies 9200 Series

The 9200 Series can replace multiple supplies on power supplies via a PC. Alternatively, users can Features your bench or in your rack. Unlike conventional control the power supply, execute test sequences ■ Multi-ranging operation supplies with fixed output ratings, the 9200 or log measurements using the provided PC ■ High programming and readback resolution of Series automatically recalculates voltage and software application. This software also current limits for each setting, providing max integrates with Data Dashboard for LabVIEW 1mV / 0.1 mA output power in any Volt/Amp combination within apps enabling iOS, Android, or Windows 8 ■ Store and recall up to 72 instrument settings the rated voltage and current limits. compatible tablets or smartphones to remotely ■ Output timer function monitor select measurement indicators. ■ List mode programming These supplies provide a numerical keypad for ■ Standard USB (USBTMC-compliant), RS232, direct entry of voltage and current values along These features make the 9200 Series suitable for and GPIB interfaces supporting SCPI with convenient cursors and a rotary knob to a wide range of applications including production quickly make incremental voltage and current testing, R&D, electronic field service, and commands for remote control changes. For remote control, the standard USB, education. ■ Remote sense RS232, and GPIB interfaces supporting SCPI ■ Thermostatically controlled fan commands can be used to remotely control the ■ Built-in digital voltmeter (DVM) ■ Overvoltage/overpower/overtemperature Model 9201 9202 9205 9206 protection, and key-lock function ■ Max Voltage 60 V 60 V 60 V 150 V NI certified LabVIEW driver and softpanel for remote control, test sequence generation, and Max Current 10 A 15 A 25 A 10 A datalogging available Max Power 200 W 360 W 600 W 600 W ■ Compact 19” half-rack form factor allows for side-by-side rack mounting of two units

IT-E151 rack mount kit accessory

Technical data subject to change www.bkprecision.com © B&K Precision Corp. 2020

• Front panel

Bright VFD display Rotary knob

Numeric keypad Function keys Cursor keys Output terminal

Intuitive user interface The numeric keys and rotary knob provide a convenient interface for setting output levels quickly and precisely. Use the meter button to quickly toggle between measured and set values. Additionally, the power supplies provide internal memory for storage of up to 72 different instrument settings that can be saved and recalled via the front panel or remote interfaces.

• Rear panel Thermostatically controlled RS-232 USB cooling fan interface interface GPIB interface

Rear panel output, remote sense, AC line input and digital voltmeter terminal PC connectivity

These power supplies offer SCPI IEEE488.2 compatible standard USB (USBTMC-compliant), RS232, and GPIB interfaces to facilitate test system development and integration.

• Flexibility & Performance

Multi-Range Operation Traditional power supplies with rectangular output characteristics are only able to deliver maximum output power at one voltage/current point. The multi-ranging 9200 Series provides greater flexibility over traditional power supplies by extending operating areas. For example, the 9206 can operate at 150 V/4 A, 60 V/10 A, or any other point on the maximum power curve. These wide ranges of voltage and current allow users to replace multiple traditional power supplies on a bench or system rack.

Model 9206 output characteristics Models 9201 / 9202 / 9205 output characteristics

Voltage Voltage 60V

rated output e 150V voltage

mum 600 W maxi

power curve

rated ooutput current 24V 60V 20V

0 4A 10A Current 0 3.3A 6A 10A 15A 25A Current

Application software ■ Log voltage, current, and power values as well as timestamp, CV/CC mode, and output status ■ Save and load list files to and from the power supply’s internal memory or a PC

PC software is provided for front panel emulation, generating and executing test sequences or logging measurement data without the need to write source code.

■ Remote monitoring on iOS, Android, or Windows 8 compatible tablets or smartphones via NI Data Dashboard for LabVIEW apps ■ Quickly develop a custom dashboard with indicators, charts, or gauges to monitor your power supply

Test sequence execution in list mode The list mode feature lets users store, recall, and run program sequences in the power supply’s internal memory. A total of 10 list files can be saved, each allowing a maximum of 150 configured steps. The test sequence can be programmed from the front panel or remotely via the USB, RS232, or GPIB interfaces. A list file can be set to execute once or repeated multiple cycles. Each step’s settings include voltage, current, and duration.

Built-in DVM and output timer Additional features include a built-in DVM capable of measuring up to 60 V DC and an output timer function. The timer can be adjusted from 0.1 – 99999.9 s and used to set up how long the output is enabled when turned on.

Specifications

Model 9201 9202 9205 9206

Output Rating Voltage 0-60 V 0-60 V 0-60 V 0-150 V Current 0-10 A 0-15 A 0-25 A 0-10 A Power 200 W 360 W 600 W 600 W Line Regulation Voltage ≤ 0.01%+5 mV ≤ 0.01%+8 mV ≤ 0.01%+15 mV ≤ 0.01%+15 mV Current ≤ 0.05%+4 mA ≤ 0.05%+6 mA ≤ 0.1%+10 mA ≤ 0.05%+10 mA Load Regulation Voltage ≤ 0.01%+8 mV ≤ 0.01%+8 mV ≤ 0.01%+15 mV ≤ 0.01%+15 mV Current ≤ 0.05%+6 mA ≤ 0.05%+6 mA ≤ 0.1%+10 mA ≤ 0.05%+10 mA Ripple and Noise (20 Hz - 20 MHz) Voltage ≤ 8 mVpp ≤ 15 mVpp ≤ 20 mVpp ≤ 50 mVpp Current ≤ 6 mArms ≤ 8 mArms ≤ 15 mArms ≤ 15 mArms Programming Resolution Voltage 1 mV 1 mV 1 mV 1 mV Current 0.1 mA 0.1 mA 0.1 mA 0.1 mA Readback Resolution Voltage 1 mV 1 mV 1 mV 1 mV 0.1 mA (<10 A) 0.1 mA (<10 A) Current 0.1 mA 0.1 mA 1 mA (>10 A) 1 mA (>10 A) Programming Accuracy ± (%output+offset) Voltage ≤ 0.03%+5 mV ≤ 0.03%+5 mV ≤ 0.03%+5 mV ≤ 0.03%+20 mV Current ≤ 0.1%+10 mA ≤ 0.1%+15 mA ≤ 0.1%+25 mA ≤ 0.1%+25 mA Readback Accuracy ± (%output+offset) Voltage ≤ 0.03%+5 mV ≤ 0.03%+5 mV ≤ 0.03%+5 mV ≤ 0.03%+20 mV Current ≤ 0.1%+10 mA ≤ 0.1%+15 mA ≤ 0.1%+25 mA ≤ 0.1%+25 mA General Remote Sense Compensation 1 V DVM Range 0-60 V DVM Accuracy 0.02%+10 mV DVM Resolution 1 mV Standard Interface USB (USBTMC-compliant), GPIB, RS-232 AC Input 110/220 VAC (+/- 10 %), 47 Hz - 63 Hz Operating Temperature 32 °F to 104 °F (0 °C to 40 °C) Storage Temperature -4 °F to 158 °F (-20 °C to 70 °C) Dimensions (W×H×D) 8.45” x 3.47” x 13.96” (214.5 x 88.2 x 354.6 mm) 8.45” x 3.47” x 17.52” (214.5 x 88.2 x 445 mm) Weight 16.98 lbs. (7.7 kg) 33.07 lbs. (15 kg) Three-Year Warranty Standard Accessories User manual, power cord, & certificate of calibration Optional Accessories IT-E151 rack mount kit

Appendix F. ACE Laboratory Technical Specifications Sheet Automotive Centre of Excellence

Facility Fact Sheet

• What is ACE? The Automotive Centre of Excellence (ACE) is the first testing and research centre of its kind in Canada. It is wholly owned and operated by Ontario Tech University and is located on the north campus in Oshawa, Ontario.

ACE is a truly independent test facility that is commercially available to customers who are seeking to bring their ideas into a proof of concept and ready for market. This is where the next generation of electric and alternative fuel vehicles, green energy technology will be discovered, tested and validated.

ACE is a multi-purpose centre with an area of approximately 16,300 square metres. It is divided into two distinct sections: a core research facility and an integrated research and training facility. The total cost of the facility is approximately $100 million.

ACE was developed in partnership with Ontario Tech, General Motors of Canada, the Government of Ontario, the Government of Canada and the Partners for the Advancement of Collaborative Engineering Education (PACE).

• What is the core research facility? The core research facility is a heavy lab area with five distinctive test chambers:

• Climatic Wind Tunnel – ACE has one of the largest and most sophisticated climatic wind tunnels in the world. In this test chamber, wind speeds can exceed 250 kilometres per hour, temperatures range from -40 to +60°C and relative humidity ranges from 5 to 95 per cent. The climatic wind tunnel has a unique variable nozzle that can optimize the airflow from 7 to 13 metres squared allowing for an unprecedented range of vehicle and other test property sizes. Coupled with this feature is a large chassis dynamometer that is integrated into an 11.5-metre turntable. Now, for the first time anywhere, vehicles and test properties can be turned into the airstream under full operating conditions to facilitate vehicle performance testing in a crosswind development. The large open chamber has a readily reconfigurable solar array that will replicate the effects of the sun and is hydrogen-capable, allowing for alternative fuels and fuel cell development.

• Climate Chambers – ACE has a large and a small climate chamber that provide exacting conditions of both temperature and humidity. The large climate chamber is a high feature chamber that includes an input dynamometer coupled with a solar array. Temperatures range from -40°C to +60°C and relative humidity from 5 to 95 per cent.

• Climatic Four-Poster Shaker – ACE has a drive-on four-poster shaker within a climatic chamber. This vertical axis shaker can provide the motion for simulated drive surfaces to validate suspension and body durability for applications like squeak and rattle. In addition, the four-poster is capable of providing highly accelerated motion further enhancing its capabilities to support advanced structural durability and life cycle testing. Temperatures range from -40°C to +60°C and relative humidity from 5 to 95 per cent.

• Multi-Axis Shaker Table (MAST) – ACE has a multi-axis shaker table or MAST in a hemi- anechoic chamber. The six axis inverted hexapod design allows for products to be tested for structural durability and the detection of noise and vibration in three dimensions.

• Secure Preparation Garages – ACE has three secure preparation garages, with exhaust extraction system, tool chest, work bench and electric power.

• What is the Integrated Research and Training Facility? The integrated research and training facility spans five floors with space dedicated for research, education and training. It has offices, laboratories, conference rooms and common work areas that are available to rent. This facility will foster an environment for collaboration and interaction between industry, researchers and students.

• What are the potential markets? In addition to conventional automotive applications, ACE is suitable for testing alternative fuel, hybrid and electric vehicles. It is large enough to accommodate trucks, tandem drive systems, full coach buses, light rail transit, aerospace, military and agricultural applications, wind turbines and solar panels. Furthermore, ACE could be used to train military personnel, rescue crews or competitive athletes, to carry out performance testing of outdoor survival gear. It has the potential to assist the movie industry or test products that are subject to severe wind, humidity, snow, icing or desert heat.

• Booking ACE ACE is available to rent by those with a need for its unique capabilities, including: manufacturers of all descriptions, start-up companies and researchers in Canada and from around the world. Clients can rent the entire facility or specific chambers at an hourly rate that is globally competitive.

For more detailed information or to take a tour of ACE, please visit our website at: www.ontariotechu.ca/ace.

ACE WIRELESS ENVIRONMENT - Key Features

ACE has invested in additional capabilities to help developers of autonomous, connected car and wireless automotive systems.

GNSS (Global Navigation Satellite Systems) simulation. Allow generation of fixed and moving profile of coordinates based on GPS, Galileo, BeiDou and/or GLONASS networks. Power levels are controllable and any coordinates are possible. Useful for checking GNSS module sensitivity vs. climate or for doing other tests when GNSS system like GPS is required to enhance the simulation.

Summer (June 2019)

V2X transmission standards, specifically DSRC, ITS-G5 and WAVE power analysis vs. climate using the 802.11p standard. Set a reference power level with your module, change the environment and see how your transmission power has been affected.

Possible in the future (2020)

Enhancement to include C-VSX based on 3Gpp release 16 to measure module transmission power analysis vs. climate on this new standard.

High performance electronic troubleshooting equipment provided by Keysight (formerly Agilent) Technologies. Exceptional array of general-purpose equipment covering DC to 6.5Ghz and thermal imaging allow visitors to repair, or tweak their modules without having to fly home or import/bring their own test equipment.

• 4.5 digit True RMS Handheld DMM • Digital multimeter, 6 1/2 digit, including voltage, current 4 wire resistance, capacitance and digitizing over LAN or USB • DC power supply, triple-output, 6 V, 10 A and 2 x 25 V, 2 A, 160 W: LAN, USB controllable • DC Power Supply 60V, 12.5A, 750W; GPIB, LAN, USB, LXI compliant • Data Acquisition Switch Unit with LAN and USB, and 20 channel Relay mux based on DAQ970A • Multifunction DIO and analog output for data acquisition system • Oscilloscope, 4-channel, 500 MHz with built in Function Generator, CAN/LIN/I2C, SPI, and more decodes. USB controllable. • 6.5 GHz FieldFox RF Analyzer including Vector Network analysis, Spectrum analyzer with preamplifier and interference analysis, CW signal generation TDR cable measurements and GPS receiver • Perpetual transportable license BenchVue CCC, Control and Automation • TrueIR Thermal Imager, -20 to 350 degree Celsius • BenchVue Instrument control and automation with easy export of data and saving bench states.

CLIMATIC WIND TUNNEL - Key Features

• Adjustable nozzle 7- 13m2 and long test section to accommodate a wide range of vehicle sizes and type, from small cars to Class 8 trucks and buses, with wind speeds in excess of 240kph • Temperature from -40oC to +60oC and humidity from 5% to 95% RH • Exceptional flow quality for advanced aerodynamic simulation in thermodynamic testing • Low background noise level (64dBA at 50kph) for the detection of vehicle drive-away anomalies such as misfires, transmission hesitation, etc. • Unique independently-power rolls chassis dynamometer in a turntable to enable cross-wind testing • Solar simulation system up to 1200W/m2 intensity with sunrise-sunset simulation capabilities • Blowing rain, falling and blowing snow simulation • Complete suite of ancillary systems for customer vehicle operation, including hydrogen and electric vehicle compatibility

Wind Tunnel Circuit

Main fan acoustic treatment (inlet & outlet) Main fan 2.5MW

Acoustic treated turning vanes (3 sets)

Heat Flow exchanger conditioning Adjustable Boundary Chassis screens nozzle (roof in layer dynamometer canopy removal position)

Test Section Features

Overall dimensions L20.1m x W13.5m x H7.5m Useable length • 14.3m for cars & trucks • 19.1m for trucks & buses Vehicle entry clearance W3.93m x H4.49m (Corner No.1 turning vane set open) Adjustable nozzle • 7.0 – 13.0m2: H2.9m x W2.4 – 4.5m Canopy for buses 22m2: H4.4m x W5m (used with 13.0m2 nozzle) Turntable diameter 11.7m Boundary layer removal • W5.25m main suction system • Provision for secondary suction Vehicle exhaust extraction • Dual or single exhaust pipes system • Open or closed mode with back pressure regulation • Maximum flow rate: 0.62kg/sec (8.5 liter, 400 HP engine) • Maximum inlet exhaust temperature: 650oC In-chamber fueling • Station for Regular, RVP and Diesel • Plumbed in for hydrogen In-chamber power Outlets for plug-in vehicles

Future area for secondary boundary layer suction

7.0m2 nozzle, 0o yaw 13.0m2 nozzle, 30o yaw 13.0m2 nozzle, 22m2 canopy; 0o yaw

Dual closed-pipe vehicle exhaust extraction system In-chamber refueling station 69

• Wind Speed and Thermal Performance

Full thermal control wind speed: 7.0-9.3m2 nozzle settings

300 300 2 9.3m2 nozzle 7.0m nozzle 250 250

200 200 Wind speed (kph) Wind speed (kph) 150

150

100 100

50 50

0 0 -60 -40 -20 0 20 40 60 80 -60 -40 -20 0 20 40 80 60

o o Temperature ( C) Temperature ( C) -50 -50

Increased maximum wind speed: ambient conditions

Nozzle (m2) Wind speed (kph) Temperature (oC) 7.0 280 25 9.3 250 25 13.0 225 25

Humidity – temperature performance

100

Relative Humidity (%) 40

0 -60 -40 -20 0 20 40 60 80 Temperature (oC)

• Thermal Performance and Flow Quality Specifications

Cooling system

• R507 primary loop with Dynalene HC-50 secondary loop • Total heat capacity: 500kW at -40oC , 2100kW at ambient

Thermal performance

Parameter Set Point Change Rate Test Condition Temperature <12°C 0.8°C/min 70-105kph; 32°C to 50°C <6°C 0.6°C/min <115kph >6°C 0.08°C/min <115kph Humidity 20% RH 1.0% RH/min 38°C dry bulb

Flow quality

Parameter Uniformity (σ) Stability Wind speed 1% of set point ±0.5kph Flow angularity 0.5° Temperature 0.3°C ±0.2°C at velocity > 48kph Humidity 0.5°C (dew point) ±0.5°C (dew point)

Boundary layer displacement thickness

δ* less than 5mm at 0.9m ahead of the front chassis dynamometer roll set at 90kph, 25oC air temperature.

Background noise level: 9.3m2 nozzle

Wind speed Out-of-flow (kph) SPL (dBA) 50 64 100 81 140 90 250 107

• Chassis Dynamometer Specifications

Manufacturer & Model Burke E. Porter (custom design) Vehicle types Passenger car, light and medium duty trucks, buses Axle configurations FWD, RWD, 4WD, AWD (4 independent rolls) Roll width 812mm (4 identical) Roll diameter 1219mm (4 identical) Roll surface Tungsten carbide, aggressive finish (0.8µ) Clear space between rolls 1067mm (identical front and rear) Wheelbase range 1600 to 5842mm Location of front fixed axle from nozzle exit 3000mm plane (0o yaw) Location of rear fixed axle from nozzle 9200mm exit plane (180o yaw) Normal maximum yaw angle range ±30o Floor features • Automatic floor track and side roll cover system • Moveable central inspection port with infrared camera Total inertial simulation range 907 to 9072kg Maximum axle load 5000kg Maximum vehicle weight 9072kg Maximum speed 250kph Motor type AC (Vector Drive Duty) Nominal maxim power 187kW per roll, motoring and absorbing; 92 to 250kph Base speed 92kph Continuous tractive force rating 7301N per roll ; 0 to 92kph Tractive force overload 150% for 60 seconds; 0 to 92kph Features Robot driver; customer specified drive cycles Configuration Elevator and air bearings permit removal from test section

Central floor track cover

Elevator

Side floor track covers Air bearing

Solar Simulation System Specifications

• Full diurnal function with azimuth and altitude • Full spectrum capability with vertical and bi-axial movement

Manufacturer KHS Steuernagel Target size • L6.5m x W2.5m • 1.5m above test section floor Intensity range 600-1200W/m2 Intensity incidence 0 to 52.5o Spectrum ASTM Std E-892 Intensity quality • Uniformity ±10% • Stability ±2% Lamps • Metal halide • 21 total

Solar array showing front Solar array arranged for a bus illumination (9.3m2 nozzle) (13m2 nozzle and 22m2 canopy)

• Rain and Snow System Specifications

Rain Simulation System

Frontal rain simulation system located at the nozzle exit provides:

• Up to 12 nozzles of various sizes as needed to provide adequate coverage of a given vehicle • Designed for 150kph at 20°C but will operate as low as -5°C to perform freezing rain tests.

Blowing rain test on a bus Measuring freezing rain on a bus

Snow Simulation Systems

There are two configurations of snow simulation possible: frontal (blizzard) and overhead. In both cases, snow guns are used to create the snow.

Blizzard: 30o yaw into the

• Ancillary Equipment

Vehicle starting power 200amp 12vDC and 24vDC Pressure radiator fill System capable of charging from a pressurized vessel Gas tank and differential Cooling water system to provide cooling during high load cooling tests Refrigerant charging system • Two charging systems, one for R134A or equivalent, the other for alternative refrigerants • Capability to pull a vacuum once refrigerant has been reclaimed.

Secure preparation

LARGE CLIMATE CHAMBER - Key Features

• Exceptionally long test section to permit articulated buses • Temperature from -40oC to +60oC and humidity from 5% to 95% RH • Chassis dynamometer • Solar simulation system up to 1200W/m2 intensity • Inter-chamber door to Small Climate Chamber to permit insertion of a test bench to effect a ‘three chamber’ mode • Complete suite of ancillary systems for customer vehicle operation, including hydrogen and electric vehicle compatibility

• Test Section Features

Overall dimensions L20.8m x W6.0m x H5.55m Vehicle entry clearance • W3.93m x H4.49m to outside • W4.26m x H4.49m to transfer area Inter-chamber door clearance W2.01m x H2.01m Primary exhaust extraction system • Dual mode: open pipe or closed pipe with back pressure regulation • Maximum flow rate: 0.62kg/sec (8.5 liter, 400 HP engine) • Maximum inlet exhaust temperature: 650oC Secondary vehicle exhaust • Garage type open pipe (2 pipes) extraction system In-chamber power • Outlets for plug-in vehicles

Inter- Door to chamber outside

Thermal Performance Specifications

Other performance:

• Maximum cooling rate: +60oC to -40oC in 6 hours • Temperature uniformity: σ = 0.33 °C (tested at 20 °C)

• Chassis Dynamometer Specifications

Manufacturer & Model Mustang Engineering Co (MD-AWD-500-SE) Vehicle types Passenger car, light duty trucks Axle configurations FWD, RWD, 4WD, AWD Roll width 940mm (7 identical per side: 5 front, 2 rear) Clear space between rolls 610mm (identical front and rear) Wheelbase range 2134 to 3556mm Mechanical Inertia • 636kg Front (Motorcycle mode) • 888kg Front • 983kg Rear Total inertial simulation range 655 (motorcycle) to 907 (single axle) to 5448kg (dual axle) Maximum axle load 2727kg Maximum vehicle weight 5448kg Maximum speed • 280kph FWD • 240kph AWD Motor type • Eddy current, power absorbing only Nominal maximum power • 447kW Front roll set • 894kW Total Continuous tractive force rating • 6227N Front roll set • 12455N Total

Solar Simulation System Specifications

Manufacturer KHS Steuernagel Target size • L5.6m x W2.5m (fixed) • 1.5m above test section floor Intensity range 600-1200W/m2 Spectrum ASTM Std E-892 Intensity quality • Uniformity ±10% • Stability ±2% Lamps • Metal halide • 18 total

SMALL CLIMATE CHAMBER – Key Features

• Large enough to accommodate two cars • Temperature from -40oC to +60oC and humidity from 5% to 95% RH • Inter-chamber door to Large Climate Chamber to permit insertion of a test bench to effect a ‘three chamber’ mode • Directly linked to climatic wind tunnel via dry transfer area • Complete suite of ancillary systems for customer vehicle operation, including hydrogen and electric vehicle compatibility

• Test Section Features

Overall dimensions L9.0m x W6.0m x H5.5m Vehicle entry clearance • W3.68m x H4.49m to outside • W4.26m x H4.49m to transfer area Inter-chamber door clearance W2.01m x H2.01m Passive exhaust extraction Garage type In-chamber power Outlets for plug-in vehicles

Thermal Performance Specifications

Other performance:

• Maximum cooling rate: +60oC to -40oC in 6 hours • Temperature uniformity: σ = 0.17 °C (tested at 20 °C)

Door to outside

Dry transfer area

4- POST CLIMATE CHAMBER – Key Features

• Drive-on post feature with automatic positioning system • Temperature from -40oC to +60oC and humidity from 5% to 95% RH • Dual modes: road load simulation and high flow high-G • Complete suite of ancillary systems for customer vehicle operation

• Test Section Features

Overall dimensions L8.3m x W7.2m x H5.6m Vehicle entry clearance W4.26m x H4.49m Drive-on wheel pans Remotely adjustable track and wheelbase Exhaust extraction system Garage type Safety Man-down pull cord In-chamber power Outlets for plug-in vehicles

Thermal Performance Specifications

Other performance (measured):

• Maximum cooling rate: +60oC to -40oC in 6 hours • Temperature uniformity: σ ≤ 1.05 °C over the entire temperature range -40 °C to +60 °C • Temperature stability: σ = 0.28 °C over the entire temperature range -40 °C to +60 °C

4- Post Shaker Specifications

Manufacturer & Model MTS 248.05 Control System Flextest GT w/ 793 system software Simulation Software MTS RPC Pro software Actuator Force 50,000N Servovalve Flow 11.3L/s Vehicle types Passenger car, light duty trucks Track range 1270mm to 2110mm Wheelbase range 1572mm to 4572mm Vehicle weight 4500kg Range of motion +/- 150mm Frequency response 0.5Hz to 50Hz Maximum acceleration 19.5g to 100g (depending on moving mass) Maximum Velocity 5m/s

HEMI-ANECHOIC CHAMBER WITH MULTI-AXIS SHAKER TABLE - Key • Features

• Hemi-anechoic chamber, 150Hz cut-off frequency with exceptionally low background noise • 6 degrees of freedom (3 translational, 3 rotational) inverted hexapod hydraulic shaker table

• Test Section Features

Overall dimensions • Inside room surface: L9.00m x W8.87m x H5.15m • Clearance to acoustic treatment: L7.6m x W7.5m x H4.4m Test object entry clearance W4.41m x H4.35m Chamber acoustics • Cut-off frequency: 150Hz • Background noise level measured to NC-16 with ventilation system operating (<25dB above cut-off frequency) Pit opening for shaker table 2.77m diameter Safety Laser based light screen Pure acoustic test set-up Portable cover plates for pit

Multi-Axis Shaker Table Specifications

Manufacturer & Model MTS MAST Table 353.20 Control system Flextest 100 w/ 793 System Software Simulation system MTS RPC Pro Software Table diameter 2.0m

Test object max payload weight 680kg Maximum translation displacements • Vertical: ±150mm • Lateral: ±120mm • Longitudinal: ±120mm Maximum rotation displacements • Pitch: ±8o • Roll: ±8o • Yaw: ±6o Maximum velocities • Vertical: 1.0m/sec • Lateral: 0.8m/sec • Longitudinal: 0.8m/sec Bare table response • Frequency response: 150Hz • Vertical Acceleration: 17.8 g • Lateral Acceleration: 10.5 g • Longitudinal Acceleration: 10.5 g Maximum payload response • Frequency response: 100Hz • Vertical Acceleration: 11.0 g • Lateral Acceleration: 6.5 g • Longitudinal Acceleration: 6.5 g

INTEGRATED RESEARCH & TRAINING FACILITY - Key Features

• Five-floor building connecting the CRF with faculty of engineering building, containing heavy lab areas and industry-university collaborative research space • Second and third floors are university-sponsored collaborative research areas • First and fifth floors are secure areas (total area 2,190m2) containing preparation areas, machine shop, offices, laboratories, conference rooms and common work areas that are available to rent

• Capabilities

First floor • Total area: 731m2 • Support shop with benches, machine tools, welding and grinding equipment and common use tools and equipment • High-bay heavy lab preparation hall with entry door to outside Fourth and • Office space Fifth floors o Outfitted with desks and internet o Conference room available • Lab space (reconfigurable) o Bare heavy lab floor o Drop-down power: single phase 120v, single phase 240v, three phase 575v o Shop air 125psi o Available natural gas and exhaust ventilation connections

Support shop

Abbreviations and Acronyms

Abbreviation Explanation AAR Association of American Railroads AC Alternating Current CFR Code of Federal Regulations DC Direct Current ESi Engineering Systems, Inc. FRA Federal Railroad Administration LED Light-emitting diode RH Relative Humidity TAG Technical Advisory Committee